Aeroplane construction



March 2.2, 1932. J. E. FOSTER EROPLANE CONSTRUCTION Original Filed Jan. 2, 1950] YIIIIIIIIIIIIIII. `IIIIIIIIIIIIIIIIIIIII INVEN TOR.

ing the two sections of the stress skin. the` ,Patented Mar. 22, 1932 UNITED'` STATES PATENT OFFICE JACK E. FOSTER, OF ALLIANCE, OHIO, ASSIGNOR OF ONE-HALF T0 WALTER M. CROSS, OF KANSAS CITY, MISSOURI AEROPLANE CONSTRUCTION Application led January 2, 1930, Serial No. 417,869. Renewed August 14, 1931.

This invention relates to improvements in aeroplane wing construction and refers more particularly to a type of construction which is built up in sections, the sections consistlng of an outer stress skin supported upon ribs` or friction plates, the stress'skin being preferably corrugated longitudinally of the wing and covered by a smooth surfaced outer sheet or covering material.

The novelty in the invention lies primarily in the building up of these sections and' the peculiar manner of joiningor uniting the scctions.

The invention contemplates the use of different gauge material utilizing the heavier materials near the center of the wingwhere the major portion of the stress is taken up and lighter materials near the ends of the wing or wings, thereby considerably reducing the weight of the structure.

The aeroplane structure contemplated by the present invention is adaptable not only to the wings of the plane but also to the fuselage and tail group.

Fig. 1 is a plan view of the plane constructed in the manner hereinafter described.

Fig 2 is a sectional view taken through the wmg.

Fig. 3 is an enlarged detail of the joint showing how the structural sections are united.

Fig. 4 is a plan detail of the joint shown in Fig. 3 with parts broken away.

Referring to the drawings: a structural section consists of a corrugated stress skin shown as l, which is to be united to an adj oining stress skin portion or member designated as la in Figs. 3 and 4. The stress skin member 1 is slotted along its lateral edges to form the flaps 2 while the stress skin member la is slotted to form the flaps 3. In unitalternate aps 2 and 3 are bent to an angle of substantially degrees with the stress skin thus one set of the flaps remains in the plane of the stress skin while alternate flans of the same are turned down at an angle of 90 degrees.

.In uniting the sections, ribs or friction plates 4 are used, which arevalso slotted to gated portion of the stress skin and affixed to form iiaps or appendages 5, the alternate flaps of the ribs'or frictionplate's beingbent at 90 degrees thereto in opposite directions so that substantially an equal number of flaps extend at 90 degrees on cach side. To combine or unite the structural sections, the friction plates 4 are interposed between the bent flaps of the stress skin members so that the flaps of the stress skin extend. over the rib to be attached to the opposite side of the friction plate while the flaps or tabs of the stress skin which are substantially in the plane of the stress skin overlap the adjoining stress skin member. The flaps of the ribs underlie the adjacent stress skin portions and are attached-thereto. In order that a smooth surface covering shall overlie the entire assembly, smooth thin sheets or strips 6 are placed over the corruthe sections by insertion beneath the upper exposed flaps 2 and 3 of the adjoining stress skin members. It is contemplated that these flaps shall be riveted, spot welded or otherwise fastened and it will be noted that there 75 is no direct tension or shear upon the metal rivets which hold the structural sections in place. The stress skin covering being corrugated longitudinally of the Wing eliminates the necessity for the use of spars, although the invention contemplates a combination in which spars may bc used with this type of built up sectional construction. By using this type of joint between the structural sections, due to the positioning and arrangement of the flaps or lug extensions extending across the friction plates andhaving the alternate flaps of the adjoining or abutting stress skin portionsextending over and fastening to thc friction plate, and the alternate flaps of each of the stress skin members being ali'xed to Vthe abutting stress skin member, the tension gauge metals may be used where the greater stresses exist and lightermetals where the stresses'are less. Actual tests have shown that this type of wing can be made to pass the -stress requirements of the government and have a weight considerably less than is required, by the use of fabric and wood or the wherever it is essential to reinforce the strength.

I claim as my invention:

l. Construction for aeroplanes comprising sectional assemblies having a corrugated stress skin supported by ribs or friction plates intermediate the stress skins and a smooth outer covering, said se'ctions Aunited by a plurality of flaps overlapping the adjacent sections and ribs.

2. Construction for aeroplanes comprising sectional assemblies having a corrugated stress skin supported by ribs'or friction plates intermediate the stress skins and a smooth outer covering, said sections united to each other and to the ribs or friction plates by a plurality of interlaced Hap lextensions afxed to the adjoining members.

3. Construction for aeroplanes comprising sectional assemblies having a corrugated stress skin, ribs intermediate the stress skins at the meeting edges, flap extensions on the edges of the stress skins and ribs for uniting these sections.

4. Construction for aeroplanes comprisin sectional assemblies- -having a corrugated stress skin, ribs intermediate the stress skins at the meeting edges, flap extensions on the edges of the stress skins and ribs, and integral therewith, for uniting the sections.

edges of the stress skins and ribs for uniting the sections, substantially an equal portion of the flap extensions of each stress skin p0rtion attached to the rib and adjacent stress z skin members, alternate aps of the stress skins bent at an angle of degrees thereto whereby the bent down flaps are brought substantially in alignment when the separate portions are united, said ribs having flap extensions bent alternately in opposite directions at 90 degrees, 'alternate flaps of the ribs v afiixed to the same stress skin member and alternate iiaps of the stress skin members affixed to the ribs and the remaining flaps to theadjacent. stress skinportion to which it is being united.

'8. Construction for aeroplanes comprising sectional assemblies having a -corrugated stress skin, ribs intermediate the stress skins at the meeting edges, flap extensions on the edges of the stress skins and ribs for uniting these sections, a smooth surface covering overlying the corrugated sections, said covering held in place beneath the upper exposed laps of'the stress skin members.

9. Construction for aeroplavnes comprising sectional assemblies. having a ,corrugated stress skin supported by ribs or friction plates intermediate the stress skins vand a smooth outer covering, said sections united by a plurality of flaps overlapping the adjacent sections and' ribs, a smooth surface covering overlying the' corrugated sections, said covering held in place beneath the upper exposed fla s ofthe stress skin members.

n testimony whereof I aiix my si ature.

JACK E. FOS ER.

. 5. Construction for aeroplanes wmp sectional assemblies having a co stress skin, ribs intermediate the stress skins at the meeting edges, iap extensions on the edges ofthe stress sklnsand ribs for uniting' the sections, substantially an equa1 portion\ of the flap extensions of each stress skurportion attached to the riband adjacent stress skin members.

6. Construction" for aeroplanes oomprisin sectional assemblies havinga .corruga stress skin, -ribs intermediate the stress skins at the meeting edges, Hap extensions on the edges of the stress skins and ribs, `alternate flaps of the stress skin members bent at 90 degrees thereto whereby jo` with the adjacent stress skins brings the bent down'ilaps 

